Tire antiskid device

Abstract

The tire antiskid device comprises a hub part, supporting legs and tire claws, wherein the supporting legs are arranged around the hub part in the circumferential direction, the radial inner ends of the supporting legs are connected to the hub part, and the tire claws are arranged at the radial outer ends of the supporting legs; the tire claw at the radial outer end of each supporting leg and the supporting leg are arranged at an angle, so that the tire claw is provided with a radial inner side facing the tread of the tire and a radial outer side facing the ground; protruding parts extending in the width direction of the tire are arranged on the outer sides of the tire claws in the radial direction.

Description

TECHNICAL FIELD

[0001] The present application relates to a tire anti-skid device. BACKGROUND

[0002] In the prior art, a net-like structure woven by ropes (such as chains, flexible ropes) is usually used to cover the tire of a vehicle for preventing the tire from slipping, however, the net-like structure has poor anti-skid effect on the tire, especially on the snow-covered road, and the reason is at least that the ropes are excessively pressed into the tire by the ground, so that the part of the ropes protruding from the surface of the tire is insufficient, thereby resulting in poor anti-skid effect. SUMMARY

[0003] In view of the above technical problems in the prior art, the present application provides a tire anti-skid device.

[0004] To solve the above technical problems, the technical scheme adopted by the present application is as follows:

[0005] A tire anti-skid device, comprising: a hub, a leg arranged circumferentially around the hub and connected to the hub at a radially inner end, and a claw arranged at a radially outer end of each leg; wherein:

[0006] The claw at the radially outer end of each leg is arranged at an angle to the leg, so that the claw has a radially inner side facing the tread of the tire and a radially outer side facing the ground;

[0007] The radially outer side of the claw is configured to have a protrusion extending in the width direction of the tire.

[0008] Preferably, each leg is configured to be telescopic by means of a driving mechanism.

[0009] Preferably,

[0010] Each leg comprises:

[0011] an outer cylinder fixedly connected to the hub at a radially inner end;

[0012] an inner cylinder arranged in the outer cylinder and capable of extending out of a radially outer end of the outer cylinder, the claw being arranged at a radially outer end of the inner cylinder;

[0013] The driving mechanism comprises:

[0014] a driven mechanism arranged in each leg, the driven mechanism comprising a nut fixed in the inner cylinder, a lead screw passing through the nut, and a driven gear arranged at a radially inner end of the lead screw;

[0015] A driving mechanism is arranged in the hub, which includes a driving gear engaged with all the driven gears synchronously, and an operation port exposed to the outside of the hub for driving the driving gear by means of a screwing tool.

[0016] Preferably, a ratchet mechanism is arranged between the operation port and the driving gear, which has a locked state allowing the operation port to rotate only in a direction of retracting the leg, and an unlocked state allowing the operation port to rotate bidirectionally.

[0017] Preferably, the ratchet mechanism includes a ratchet and a pawl; the ratchet is coaxially arranged with the driving gear of the driving mechanism, and the pawl is pivotally arranged on the hub and located at one side of the ratchet; the pawl is switched to the locked state by being engaged with the ratchet through the torsional force provided by a torsional spring; wherein:

[0018] A rotatable knob is arranged on the hub, and a force applying column is arranged on the knob; a positioning structure is arranged on the hub for positioning the force applying column to two circumferential positions close to and away from the tail of the pawl, and switching between the two circumferential positions with the knob being twisted; when switched to the circumferential position close to the tail of the pawl, the force applying column disengages the pawl from the ratchet by applying force to the pawl; when switched to the circumferential position away from the tail of the pawl, the pawl is reset to be engaged with the ratchet.

[0019] Preferably, the positioning structure includes two first stop protrusions located radially outside the force applying column, and a second stop protrusion between the two first stop protrusions; the force applying column deforms the second stop protrusion by extruding the second stop protrusion to disengage the second stop protrusion.

[0020] Preferably, the claw is pivotally connected to the leg to make the claw fold by pivoting to the radial inner side; wherein:

[0021] A rotatable chuck is arranged on the hub towards the inner side of the tire; the edge of the chuck has a plurality of radial tabs arranged circumferentially; the side edge of the free end of the claw is configured with an inclined surface; the end of the radial tab is slid to the inclined surface of the free end of the claw by rotating the chuck to make the claw remain in the folded state.

[0022] Preferably, the radial inner side of the claw defines an arc-shaped cross section; the two sides of the radial inner side of the claw are configured with finger portions arranged along the width direction of the tire; the finger portions are used to embed the tread of the tire.

[0023] Preferably, the radial outer side of the claw is tied with an anti-skid rope.

[0024] Preferably, the operation port is arranged on a pinion gear located on one side of the driving gear and engaged with the driving gear and having less teeth than the driving gear.

[0025] Preferably, further comprising a screwing tool for screwing the operation port; wherein:

[0026] The screwing tool has a force head matched with the operation port;

[0027] The screwing tool is further provided with a tire pressure detection module.

[0028] Compared with the prior art, the tire anti-skid device has the following beneficial effects:

[0029] 1. The tire anti-skid device has stable structure and remarkable anti-skid effect: the device provided with a hub, a leg and a claw can ensure that the claw is stably pressed against the surface of the tire, avoids the anti-skid structure from being excessively embedded in the tire due to ground extrusion, and thus improves the anti-skid effect; the protrusion part is arranged on the radial outer side of the claw, thereby increasing the grip and further improving the anti-skid performance on the snow-covered road surface.

[0030] 2. The tire anti-skid device has strong adjustable adaptability: the leg is designed to be telescopic, and the length thereof can be adjusted by a driving mechanism, which is suitable for tires with different diameters; the driving mechanism adopts gear and screw transmission, and has reliable structure and convenient adjustment.

[0031] 3. The tire anti-skid device has anti-loosening locking function: the leg is locked by setting a ratchet mechanism, thereby preventing the device from loosening due to vibration during driving and ensuring that the claw is always in close contact with the tire.

[0032] 4. The tire anti-skid device can be folded and stored, and is convenient to carry: the claw can be folded inward, and is kept in the folded state by a chuck structure, thereby facilitating storage and transportation.

[0033] 5. The tire anti-skid device has strong combination with the tire tread: the radial inner side of the claw is provided with a finger part, which can be embedded in the surface of the tire, thereby enhancing the combination of the claw with the tire.

[0034] 6. The anti-skid rope can be optionally arranged between adjacent claws, thereby further improving the overall anti-skid effect.

[0035] 7. A special screwing tool is provided, which can quickly adjust the length of the leg; the tool is integrated with a tire pressure detection module, thereby facilitating adjustment of the tire pressure during installation and ensuring that the claw can be effectively embedded in the tire.

[0036] The summary of various implementations or examples of the technology described in the present application is not a comprehensive disclosure of the entire scope or all features of the disclosed technology. BRIEF DESCRIPTION OF DRAWINGS

[0037] In the drawings, which are not necessarily drawn to scale, like numerals describe similar components throughout the several views. Like numerals having letter suffixes can represent different instances of similar components. The drawings illustrate generally, by way of example, various embodiments of the present application and are not intended to limit the present application in any way. The same or similar reference numerals in different drawings can represent the same or similar functionality. Such embodiments of the inventive subject matter can be employed in any combination, subcombination, or permutation thereof.

[0038] Figure 1 An outside perspective view of a tire traction device according to an embodiment of the present application.

[0039] Figure 2 An inside perspective view of a tire traction device according to an embodiment of the present application.

[0040] Figure 3 A plan view of a tire traction device according to an embodiment of the present application showing a cross-sectional structure of a leg.

[0041] Figure 4 A perspective view of a tire traction device according to an embodiment of the present application showing an internal structure of a hub.

[0042] Figure 5 A perspective view of a cap in a tire traction device according to an embodiment of the present application.

[0043] Figure 6 A plan view of an internal structure of a hub with a cap and a second drive gear removed.

[0044] Figure 7 A perspective view of a tire traction device according to an embodiment of the present application with a rope attached.

[0045] Figure 8 A view of a tire traction device according to an embodiment of the present application in a folded state.

[0046] Figure 9 A view of a tire traction device according to an embodiment of the present application in a state where a leg is adjusted.

[0047] Reference numerals:

[0048] 10 - hub; 20 - leg; 21 - outer cylinder; 22 - inner cylinder; 30 - claw; 31 - raised portion; 32 - finger; 33 - bevel; 40 - driven mechanism; 41 - screw rod; 42 - nut; 43 - driven gear; 50 - driving mechanism; 51 - first driving gear; 52 - second driving gear; 53 - pinion; 54 - operation port; 60 - ratchet mechanism; 61 - ratchet; 62 - pawl; 621 - torsion spring; 631 - first stop protrusion; 632 - second stop protrusion; 70 - torsion cap; 71 - force column; 80 - chuck; 81 - radial tab; 90 - rope; 100 - screwing tool; 101 - force head; 102 - tire pressure detection module. DETAILED DESCRIPTION

[0049] Unless otherwise defined, technical terms or scientific terms used in the present application shall have the ordinary meaning as understood by a person having ordinary skill in the art to which the present application pertains. The terms "first", "second", and similar terms are used herein to distinguish one element from another, but do not necessarily indicate any order, number, or importance. The terms "comprise", "comprising", and similar terms are intended to encompass the elements listed thereafter, and their equivalents, but do not exclude other elements. The terms "connected" or "coupled" are not limited to physical or mechanical connections or couplings, but can include electrical connections or couplings, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like are used only to indicate relative positions, and can change accordingly when the absolute positions of the described objects change.

[0050] In order to keep the following description of the embodiments of the present application clear and concise, the present application omits the detailed description of known functions and known components.

[0051] As shown in Figures 1 to 5 An embodiment of the present application discloses a tire anti-skid device, which is used for being installed on a tire of a vehicle, and comprises a hub 10, a plurality of legs 20, a plurality of claws 30, and a driving mechanism. The hub 10 is located at a central region, the plurality of legs 20 are arranged circumferentially around the hub 10, and the plurality of claws 30 are respectively arranged at radially outer ends of the plurality of legs 20 and are substantially perpendicular to the legs 20 (slightly greater than 90°) in use. In use, the device is close to the tire from the outside in the tire width direction, and finally the claws 30 are pressed radially and are pressed against the tire surface, so that the radially outer surface of the claws 30 can be in contact with the ground when the vehicle is running.

[0052] In installation, the claws 30 on the legs 20 are held in the non-contact area between the tire surface and the ground, and avoid the contact area, so that the device can be installed in the stationary state of the vehicle, thereby facilitating installation.

[0053] The outrigger 20 includes an outer cylinder 21 and an inner cylinder 22. The radially inner end of the outer cylinder 21 is fixedly connected to the hub 10 (e.g., integrally formed). The inner cylinder 22 is disposed in the outer cylinder 21 and allows the inner cylinder 22 to move along the length direction of the outer cylinder 21. The tire claw 30 is disposed at the radially outer end of the inner cylinder 22. Thus, the length of the outrigger 20 can be adjusted by moving the inner cylinder 22, thereby adjusting the diameter of the circle enclosed by the tire claw 30 to be suitable for installation on tires of different diameters. The inner cylinder 22 and the outer cylinder 21 are configured with a non-circular cross-section structure that fits each other to suppress the rotation of the inner cylinder 22 relative to the outer cylinder 21, thereby restricting the rotation of the tire claw 30 around the axis of the outrigger 20, so that all tire claws 30 maintain the same orientation.

[0054] like Figure 4 As shown, the drive mechanism includes a driven mechanism 40 and a driving mechanism 50. Each support leg 20 is provided with a driven mechanism 40, which includes a lead screw 42, a lead screw 41, and a driven gear 43. The lead screw 42 is fixed in the inner cylinder 22. The lead screw 41 passes through the lead screw 42 and the inner cylinder 22 and forms a helical drive with the lead screw 42. A bevel gear is selected as the driven gear 43. The driven gear 43 is installed at the radial inner end of the lead screw 41 and is located in the mounting space enclosed by the hub 10. In this way, the driven gears 43 of the numerous driven mechanisms 40 are located in the mounting space of the hub 10 and are arranged circumferentially. The active mechanism 50 is arranged in the mounting space of the hub 10. The active mechanism 50 includes an active gear and a pinion 53 with fewer teeth than the active gear. The active gear includes a first active gear 51 and a second active gear 52. A bevel gear is selected as the first active gear 51. The first active gear 51 meshes with the driven gears 43 of all driven mechanisms 40. A cylindrical gear is selected as the second active gear 52. The second active gear 52 is arranged coaxially with the first active gear 51. A cylindrical gear with fewer teeth than the second active gear 52 is selected as the pinion 53. The pinion 53 is located on one side of the second active gear 52 and meshes with the second active gear 52. An operating port 54, such as a square hole or a hexagonal hole, is provided in the middle of the pinion 53. The operating port 54 is used for the screwing tool 100 to screw. The operating port 54 is exposed on the outside of the device to facilitate the screwing tool 100 to apply the screwing operation. Thus, by turning the pinion 53 with the screwdriver 100, and through meshing with the drive gear and transmission via the driven mechanism 40, the inner cylinder 22 of the support leg 20 is driven to extend and retract, thereby adjusting the circle enclosed by the tire claw 30 to adapt to tires of different diameters. Preferably, the operating port 54 is also equipped with a dust cover (not shown). After the operating port 54 no longer needs to be screwed on, for example, after the device has been installed on the tire and no screwing is required, the dust cover is fastened to the operating port 54 to prevent impurities such as sand and gravel from entering the device through the operating port 54 during vehicle operation and damaging internal components such as the drive mechanism.

[0055] like Figures 4 to 6 As shown, a ratchet mechanism 60 is provided between the drive gear and the operation port 54. The ratchet mechanism 60 includes a ratchet 61, a pawl 62, a torsion spring 621, and a positioning structure. A twist cover 70 is fastened to the hub 10, which is rotatable. A ratchet 61 is arranged coaxially with the drive gear. Specifically, the ratchet 61 is axially located between the first drive gear 51 and the second drive gear 52. A pawl 62 is pivotally mounted at the bottom of the recess in the mounting space of the hub 10. A torsion spring 621 is used to provide elastic torque to the pawl 62, so that the head of the pawl 62 is engaged with the ratchet 61. By pivoting the pawl 62 until its head is engaged with the ratchet 61, the drive gear is restricted from pivoting in the direction that extends the leg 20, and only allowed to pivot in the direction that shortens the leg 20. This can be referred to as the locked state of the ratchet mechanism 60. By pivoting the pawl 62 until its head is disengaged from the ratchet 61, the drive gear is allowed to pivot in both directions, thereby allowing adjustment of the extension and shortening of the leg 20. This can be referred to as the unlocked state of the ratchet mechanism 60. The twist cover 70 has an eccentrically arranged force-applying post 71. The force-applying post 71 switches between a first circumferential position and a second circumferential position as the twist cover 70 rotates. When switched to the first circumferential position, the force-applying post 71 pushes against the tail of the pawl 62, causing the head of the pawl 62 to move away from the ratchet 61, thereby disengaging from the ratchet 61 and switching the ratchet mechanism 60 to the unlocked state. When switched to the second circumferential position, the force-applying post 71 moves away from the tail of the pawl 62. Under the action of the torsion spring 621, the head of the pawl 62 turns towards the ratchet 61 and re-engages with the ratchet 61, switching the ratchet 61 to the locked state. The positioning structure includes two first stop protrusions 631 and one second stop protrusion 632 arranged on the wall of the settling tank. The second stop protrusion 632 is located between the two first stop protrusions 631. The first stop protrusions 631 protrude from the tank wall by a greater amount than the second stop protrusion 632. The force-applying column 71 is limited to rotate between the two first stop protrusions 631, thereby limiting the rotation stroke of the twist cover 70. When a large torque is applied to the twist cover 70, the force-applying column 71 can compress and deform the second stop protrusion 632, allowing the pressure column to pass through. When the twist cover 70 is stopped, the pressure column is limited. In this way, the pressure column can be maintained in the first circumferential position and the second circumferential position, and can also switch between the two positions. Thus, by turning the twist cover 70, the ratchet mechanism 60 can be switched between the two states.

[0056] The advantage of configuring the ratchet mechanism 60 is that by switching the ratchet mechanism 60 to the unlocked state, the support leg 20 can be extended, which makes it convenient for all the tire claws 30 to be installed on the tire tread. After the tire tread is installed, the ratchet mechanism 60 is switched to the locked state. Thus, after the support leg 20 is shortened by the screwing tool 100 so that the tire claws 30 are pressed tightly against the tire tread, the support leg 20 is restricted from extending and can only be shortened. Therefore, the tire claws 30 always remain pressed against the tire tread and will not loosen, which can effectively prevent the device from falling off the tire.

[0057] like Figure 1 As shown, two raised portions 31 extending along the width direction of the tire are arranged on both sides of the radially outer side of the tire claw 30. These raised portions 31 are used to increase the grip when in contact with the ground, thereby improving the anti-skid effect between the tire and the ground.

[0058] In some preferred structures, such as Figure 7 As shown, numerous ropes 90 are attached radially outward from the tire claws 30. The function of these ropes 90 is to cover the tire tread between each pair of adjacent tire claws 30, thereby increasing the tread's grip on the ground in that area and further improving the tire's anti-skid performance. For example, when a vehicle without ABS brakes brakes, if the braking point is precisely when the tread between two tire claws 30 contacts the ground, the ropes 90 can prevent pure slippage of the tread relative to the ground in that area.

[0059] The rope 90 can be configured in various structures. For example, the rope 90 consists of a flexible body and multiple spheres that are spaced apart and attached to the flexible body. Another example is that the rope 90 is formed by multiple long loops that are stacked on top of each other in sequence. Yet another example is that the rope 90 is a hinge consisting of strip-shaped components that are pivotally connected to each other, with protrusions on the ground-facing side of the strip-shaped components that make up the hinge to increase the grip on the ground.

[0060] In some preferred configurations, the raised portion 31 is provided with multiple notches, and a pin is provided in the raised portion 31 through the notches. The end of the rope 90 is pivotally connected to the pin through the notches to connect the end of the rope 90 to the tire pawl 30. The rope 90 may be connected to the tire pawl 30 at only one end, that is, the rope 90 has a free end. If the rope 90 is connected to the tire pawl 30 in this way, care should be taken to ensure that the free end of the rope 90 may collide with the wheel arch of the vehicle due to centrifugal force. The rope 90 may also be connected to two adjacent tire pawls 30 at each end. If connected to the tire pawl 30 in this way, it is necessary to ensure that the rope 90 has sufficient length to avoid the need for adjusting the size of the restraint device.

[0061] If a hinge consisting of interlocking strip components is used as the rope 90, the hinge is restricted from bending freely in the direction of the tire. At most, the bending curvature of the hinge in the direction of the tire is allowed to be consistent with the area of ​​the tire tread, but the hinge is not restricted from bending freely in the direction away from the tire. In this way, when the hinge is in contact with the ground and braking is applied, the hinge can remain in a flat state, thereby significantly improving the friction.

[0062] In some preferred structures, such as Figure 8 As shown, the tire claw 30 is pivotally connected to the radial outer end of the support leg 20, specifically to the radial outer end of the inner cylinder 22, and a torsion spring is installed at the pivot point. Thus, by applying a radial force, the tire claw 30 can be pivoted radially inward, thereby pivoting to a folded state. By releasing the tire claw 30, under the action of the elastic torque of the torsion spring, the tire claw 30 returns to a state that is approximately perpendicular to the support leg 20, so as to install the device on the tire. An inclined surface 33 is provided at the free end of the tire claw 30. A chuck 80 is installed on the inner side of the hub 10. The chuck 80 is rotatable. The edge of the chuck 80 is configured with radial protrusions 81 that correspond one-to-one with each support leg 20. By rotating the chuck 80, the radial protrusions 81 can be aligned with or misaligned with the support leg 20. When the radial protrusions 81 are rotated to align with the support leg 20, the radial protrusions 81 slide onto the inclined surface 33 of the free end of the folded tire claw 30 to restrict the tire claw 30 from pivoting back to its original position, thereby switching the entire device to a folded state for easy storage. When the device needs to be used, the radial protrusions 81 are rotated to misalign with the support leg 20, and the radial protrusions 81 slide off the inclined surface 33 to release the restriction on the tire claw 30. Under the action of the torsion spring, the tire claw 30 pivots radially outward and unfolds. Preferably, a groove is provided on the radial protrusion 81, and a protrusion is provided on the inclined surface 33 of the chuck 30. The groove and the protrusion cooperate to restrict the free rotation of the chuck 80.

[0063] In some preferred structures, such as Figure 1 As shown, the radial inner side of the tire claw 30 defines an arched cross section, and the two sides of the radial inner side of the tire claw 30 are provided with fingers 32 arranged at intervals along the width direction of the tire. The fingers 32 are used to embed into the wheel surface of the tire to increase the bonding ability between the tire claw 30 and the tire.

[0064] like Figure 9As shown, the present invention also equips the above-mentioned device with a screwing tool 100. This screwing tool 100 not only has a force-applying head 101 for matching with the operating port 54 of the device for screwing the operating port 54, but also a tire pressure detection module 102 for extending into the tire to detect tire pressure and deflate the tire. If the radially inner side of the tire claw 30 is difficult to penetrate into the tire tread due to excessive tire pressure, the tire pressure is reduced to allow the tire claw 30 to penetrate into the tire tread, thereby improving the bonding ability between the tire claw 30 and the tire. Preferably, the screwing tool 100 is provided with an insert groove, in which an operating head adapted to different operating ports 54 is disposed.

[0065] Furthermore, although exemplary embodiments have been described in this invention, their scope includes any and all embodiments based on the invention that have equivalent elements, modifications, omissions, combinations (e.g., schemes involving intersections of various embodiments), adaptations, or alterations. Elements in the claims will be interpreted broadly based on the language used in the claims and are not limited to the examples described in this specification or during the implementation of this application, and such examples will be interpreted as non-exclusive. Therefore, this specification and examples are intended to be considered illustrative only, and the true scope and spirit are indicated by the full scope of the following claims and their equivalents.

[0066] The above description is intended to be illustrative and not restrictive. For example, the above examples (or one or more of them) can be used in combination with each other. Other embodiments may be used by those skilled in the art upon reading the above description. Furthermore, in the above detailed description, various features may be grouped together to simplify the invention. This should not be construed as an intention that a disclosed feature, which is not claimed, is necessary for any claim. Rather, the subject matter of the invention may be less than all the features of the particular disclosed embodiment. Thus, the following claims are incorporated herein by reference as examples or embodiments, wherein each claim is independently considered as a separate embodiment, and these embodiments are contemplated as being possible in various combinations or arrangements. The scope of the invention should be determined by reference to the appended claims and the full scope of their equivalents.

[0067] The above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the present invention. The scope of protection of the present invention is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions to the present invention within its spirit and scope of protection, and such modifications or equivalent substitutions should also be considered to fall within the scope of protection of the present invention.

Claims

1. A tire anti-skid device, characterized in that, include: A hub, legs arranged circumferentially around the hub and connected radially to the hub at their inner ends, and tire claws disposed at the radially outer ends of each leg; wherein: The tire claw at the radially outer end of each of the outriggers is angled to the outrigger, such that the tire claw has a radially inner side facing the tire tread and a radially outer side facing the ground. The radially outer side of the tire claw is provided with a raised portion extending in the tire width direction.

2. The tire anti-skid device according to claim 1, characterized in that, Each of the legs is configured to be retractable by means of a drive mechanism.

3. The tire anti-skid device according to claim 2, characterized in that, Each of the said outriggers includes: The outer cylinder, whose radial inner end is fixedly connected to the hub; An inner cylinder is disposed within the outer cylinder and can extend from the radially outer end of the outer cylinder, and the tire claw is disposed at the radially outer end of the inner cylinder; The drive mechanism includes: The driven mechanism is arranged in each of the legs. The driven mechanism includes a nut fixed in the inner cylinder, a lead screw passing through the nut, and a driven gear disposed at the radial inner end of the lead screw. An active mechanism is disposed in the hub, the active mechanism including an active gear that meshes synchronously with the driven gears of all driven mechanisms and an operating port exposed on the outside of the hub that drives the active gear by means of a turning tool.

4. The tire anti-skid device according to claim 3, characterized in that, A ratchet mechanism is provided between the operating port and the drive gear. The ratchet mechanism has a locked state that allows the operating port to rotate only in the direction that causes the outrigger to retract, and an unlocked state that allows the operating port to rotate in both directions.

5. The tire anti-skid device according to claim 4, characterized in that, The ratchet mechanism includes a ratchet and a pawl; the ratchet is coaxially arranged with the drive gear of the drive mechanism, and the pawl is pivotally mounted on the hub and located on one side of the ratchet. The pawl pivots and engages with the ratchet by means of the torque provided by a torsion spring, switching to the locked state; wherein: The hub is fitted with a rotatable cap, on which a force-applying post is provided. The hub is provided with a positioning structure for limiting the force-applying post, so that the force-applying post can be positioned in two circumferential positions near and away from the tail of the pawl, and can switch between the two circumferential positions as the cap is rotated. When switched to the circumferential position near the tail of the pawl, the force-applying post applies force to the pawl, causing the pawl to disengage from the ratchet. When switched to the circumferential position away from the tail of the pawl, the pawl resets and engages with the ratchet.

6. The tire anti-skid device according to claim 5, characterized in that, The positioning structure includes two first stop protrusions located radially outside the force-applying column and a second stop protrusion located between the two first stop protrusions. The force-applying column releases the stop of the second stop protrusion by compressing and deforming it.

7. The tire anti-skid device according to claim 1, characterized in that, The tire claw is pivotally connected to the support leg so that the tire claw folds by pivoting radially inward; wherein: The hub is provided with a rotatable chuck facing the inside of the tire; the edge of the chuck has a plurality of radially arranged tabs, and the side of the free end of the tire claw is provided with a slope. By rotating the chuck, the ends of the radial tabs slide to the slope of the free end of the tire claw so that the tire claw is kept in a folded state.

8. The tire anti-skid device according to claim 2, characterized in that, The radially inner side of the tire claw defines an arched cross section, and on both sides of the radially inner side of the tire claw are arranged fingers spaced apart along the width direction of the tire, the fingers being used to embed into the wheel surface of the tire.

9. The tire anti-skid device according to claim 1, characterized in that, The radial outer side of the tire claw is fitted with an anti-slip rope.

10. The tire anti-skid device according to claim 3, characterized in that, The operating port is located on a pinion located on one side of the driving gear and meshing with the driving gear, and has fewer teeth than the driving gear.

11. The tire anti-skid device according to claim 3, characterized in that, It also includes a screwdriver for screwing the operating port; wherein: The screwing tool has a force-applying head that cooperates with the operating port; The screwdriver is also equipped with a tire pressure monitoring module.

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